Safety train device.



L. LONG.

SAFETY TRAIN DEVICE. APPLIOATION FILED 00128, 1908.

l BEEETS--SHEET l.

L. LONG.

SAFETY TRAIN DEVICE.

APPLEOATION PLBD 00T. 2s, 1908.

atented June 23, 1914.

4 SHEETS-SHEET 3.

noursLoNe, or Kansas err". a, Kansas.

emma-raam nevrosi.

Speoloatleaot Lettera Eatent.. Patented Juri@ 23, llifit.

Application led October 2B, ISDS i Serial No. ft.

To all whom yit may concern.'

Be it.known that I, Louis ofthe UnitedStates, residing at Kansas City, in the county of Wyandotte and State of Kansas, have invented new and useful Im rovements in Safety -Trainl Deviees, of which the .following is a specification.

rlhis invention relates to railway train controlling or safety devices, and has for an object lto provide a device of this character which ma be installed along railwa tracks at relatively low cost, and which wi l be automatic in its o eration to controlthe air brake and throtte valves of trains approaching one another within a block, thus preventin head or rear end collisions.

With this and other objects in view as will appear as the description proceeds, the invention com rises the various novel features of construction and arrangement of parts, which will be more fully set forth and described with particularity in the appended claims. f n

Referring to the drawings: Figure 1 1s a transverse sectional view through a railway track showing the application of the present invention thereto, parts being broken away to clearly illustrate the device, Fig. 2 is a vertical sectional view taken on the ine 2-2 of Fig. 1, looking in the direction of the arrow, Fig. 3 is a top plan view showing some of the parts in section, Fig. 4 is a detail view o'f the clutch lever guide, Fig. 5 is an end view of the same, Fi 6 is a trans verse section and rear view o a locomotive showing the mechanism carried thereb for copcration with the sliding block, an the manner in which the wheels of a locomotive coperate with the track mechanism, Fig. 7 is a vertical sectional view taken throu h the sliding valve that is operated by the s iding block, Fi f. 8 is a sectional view through the fluid cylinder showing the connections between its piston and the throttle valve lever, Fig. 9 is a detail side view of a locomotive, parts being broken away to show the locomotive carried means for coperation with the sliding block, Fig. 10 is a detail view of the movable element for coenguging the sliding block and adapted to be operated to control the movement of the valve shown in Fig. 7, and Fig. 11 is a diagrammatic view o the track circuit and the block in which my device is arranged.

LoNe,la citizeny VSimilar characters of reference are used .tomdenotelike parte throughout the drawin s and in-the accompanying specification. eferrngnowfmore particularly to the drawings, there is shown the track rails A-f-B of a railway track of ordinary construction, between which is formed a pit for the reception of my improved safety train controlling device 10 which is preferably mounted in an inclosure 11 of metal or other suitable water proof material. The safety device comprises horizontal shafts 12 and 13, the shaft 12 being mounted in bearings 14 and the shaft 13 being mounted in similar bearings 16. rl`he shaft 12 has loosely mounted thereon a lifting member or arm 16, and the gear, segments 17 and 18, the former of which is made integral with tho arm 16. Extendin through a longitudinal groove in the sha t 13 is a key 13 which locks a second lifting member or arm 19 similar to the arm 16, and the ear segments 20 and 21 which are adapted to mesh with the segments 17 and 18, respectively, against rotary motion upon the shaft. Extending from the rear of the ear segment 18 is an arm 51 that is provide with an adjustable counterbalancing weight 52.

A hollow casting of steel or other suitable block 22 rests at its lower end upon the members or lifting arms 1G and 19, and the upper edge of this block is disposed adjacent to the rail A, and its upper face lies normally flush with the tread surface of the rail. Suitable guide members 213 are curried by the inclosure 11 und serve to hold the block 22 in position upon the arms 1G and 19 and to roduce a perfect 'sliding movement for sai block. The segment 18 is loosely mounted upon the shaft 12 and has formed on its inner side a clutch clement 24, and slidably mounted upon the shaft is shown a similar clutch member 25 rovided with an annular groove 26 for receiving the lower end of a vertically disposed arm 27 fulcrumed midway between its ends as indicated ut 28, and at the. upper end, this arm has pivotally mounted thereon a clutch lever 29 upon which is udjustubly secured a weight 29, '.lhis lever 2.) carries a pin 30 at its outer end which is mounted to more in vertical passages 31 and 32 formed in a, guide 3B at the upper end of the bearing le adjacent to the rail B and in which bearing is mounted one end of the shaft 12. The guide has formed therein a horizontalipa'ssage 34 which receives a sliding pin 35 connected to the up er end of an armature 36 pivoted between its ends to a bracket secured to the guide B3. The pin is held inawith'- drawn position by means of a helical spring 34 which-also serves to hold the lower end of said arm spaced from the core of an electromagnet 35, when it is denergiaed, and said magnet is su ported n on a bracket 37 formed on the gui e 38.-V Tie guide' 83 `is provided with a pair of arms 38 and 39, the arm 38 being pivoted at its lower en'd and normally lies 1n a diagonal position across the slot 31l by means of a coil spring 40, and the arm 39 1s pivoted at'its upper end and extends in parallel relation to the arm' 38 and across the slot 32 and is held in this position normally by the spring 40 similar to that just described.

A standard 41 is located adjacent to the clectromagnet 35, and has formed thereon alining fuidcs 42 for reeeivinflr a vertically sliding )ar 43 having a plurality of transversely disposed rack teeth 44 which mesh with the teeth of the pinion 45 keyed to the shaft 12, as illustrated. The bar 43 carries a depending pin or stem 46 around which a ielical spring 47 is coiled which serves to hold the bar normally in an elevated position. A pair of links 48 are pivoted at their inner ends tothe bar 43 and are slotted adjacent to their outer ends for the reception of studs 40 projecting from the rail B. A lifting hook 50 projects from the bar 43 and is disposed in a1 position to opcrate the clutch lever Q9.

Arranged beneath the rail A adjacent. the movable block .22 is a solenoid 120 the core of which is connected with an extensible sprim1r 121 that serves to move the core outwardly into engagement with the block 22 when the solenoid is dcnergizedI whereby at the iro er time, as will be explained later, the und o the core will scat within a recess 123 formed in one side of the block 22 to sustain the said block in an elevated position.

In Fi (l and i), there is shown a locomotive qlniving the cng'incers brake valve 52', the brake valve reservoir 55, and thensual form of brake mechanism 54 for engaging the main drive wheels as will be understood. A pump 55 having a steam cylinder 56 and an an' cylinder 57 is provided, the cylinder 56 being connected with the steam dome, and the cylinder 57 being,r connected by way of a pipe 58 with the main reservoir` not shown.

The triple valve 59 is connected h v means of a pipe G0 to a valve casing,r (l1 beneath the locomotive. 'lhc said easing is preferably of rectangular form and has an open lower end as shown at GQ. A ipe 63 connects the valve casing 61 witli the brake valve 52 and is disposed directly in line with the triple valve pipe GO which enters the opposite side of the casing for a purpose to be'hereinafter described. Also connected to the casing'til and disposed directly in line beneath the pipe G3 arc pipes GG and GT, the pipe GGlcading to a fluid cylinder upon the engine boiler to be referred to later, and the pipe 67 servingT as an exhaust to thc atinosphcrc. Sliding vulve (i4 arranged within the casing (il is provided at. one side with arcctangular port (i5 which normally establishes communication between the pipes GG and-67. The valve (i4 is further provided with a horizontally extending port (i8 which extends Jfrom the upper end of the port. through to the other side of the valve. rlhe pipe (56 leads to a fluid cylinder 70, mentioned above` in which a piston T1 is slid ably mounted and which carries n piston rod 72 to the end of which is pivoted a link T?. having an angnlarly disposed finger T4. The link carried by the piston rod is pivotcd to the throttle valve lever T5, and the finger 74 operates the clutch rod 76 to release it when the throttle lever is to he moved to closed position. The cylinder is also provided near its outer end with an exhaust port 70.

The valve rod 77 secured to the lower cud of the valve (54 carries at its lower end an eccentric strap 78 engaged with an eccentric 79 upon a shaft 80. The shaft 8O has mounted thereon a revoluble element 81 in the form preferably of a wheel segment which has u on its peripheral surface a band or a strip o leather, rubber or like matcrial 89. 'ft will thus be seen that the said clement or wheel Segment normally lies in a position beneath the locomotive to engage the block 22 previously referred to, when ity is clevuted above the plane of the rails so the said wheel or element can be turned sniliciently to force the valve tS-'l into an upward direction, as shown in Fig. 7 in dotted lines.I to allow air to be. released from tho train line, and consequently setting the brakes of an entire train.

When the valve G4 is in its normal position. as shown` direct commnnicatimi is established between the. triple valve pipe o() and the brake valve pipo (i3. and between the fluid cylinder TO, and the atmosphere through the pipe (iti, port of and pipe 6T which acts as an exhaust for the cylinder TO under normal conditions. Now when thc valve (i4 is raised connection is established from the train line through the medium of the triple valve pipe G0 und tho brake valve pipe (i3, by way of the portsI (i5 und (3H on through the pipe (itl to the llnid cylindrr 70. The released air will pass through th l pipe (i6 to the cylinder 70, forcing tlu` piston (l to the other end thereof beyond the port 70', thus closing the throttle and escapingr llt) to vtheatrnosphere the reduction of the train liudpressurewill operate the triple-valves and` t e said brakes: Briefly 1describin divided into sections or vblocks that are insulated from each other and each block is electrified at all times unless a switch is open or there is a washout, or there is a train occupying the block. In Fig. 11 will be seen a diagrammatic view'of the track circuit 50x of a single block in` which is arranged the magnet B5* and the solenoid 120, hereinbefore referred to, of the train operated trip mechanism.v

In practice, the train o erated trip mechanism will be located slig tly in advance of the block, by which it is controlled so that the likelihood of the train tripping itself will be wholly avoided. Now considerinor the block to be clear, the pin 80 of the clutc i lever 29 will rest, at the bottom of the slot 31 and the magnet and the solenoid 120 will be energized. Just before the train enters the block, the first wheel of the train or l0- comotive will come into contact with the link members 48 causing the bar 43 to descend and revolve the shaft 12 which throughl the medium of the large gear segment 18 will cause the shaft 13 carrying the gear seg ments 21 and 20 to revolve at a greater rate of speed. Since the segment 17 is loose upon the shaft it will be obvious that it can revolve at the'same rate of speed as the segment 20 whereby the blocks 22 may be elevated with rapidity into an operative position. The hook 50 carried by the rack bar in descending forces the pin 30 over to allow it to ass, after which the pin 30 will be movedp back into its original position through the action of the spring As soon as the first wheel of the locomotive passes the rack bar 43 it will rise, the hook or shoulder thereof raising the pin 30 of the clutch lever 29 to the top of the uide way 31 where it will be moved latera ly to rest in a position upon the stop pin 3ft through the action of the spring 40, thus holding the clutch open until the magnet 35" is denergized. The clutch having been opened, the block 22 will immediately descend. When the train has advanced far enough to short circuit the circuit 50", the magnet 35 and the solenoid 51 will be deenei'gized, thus allowing the clutch lever 29 to descend into its normal position. Now should another train exiter the block while the first train has a block circuit shorted it will lift the block 22 into operating position where it will be locked by the spring actuated solenoid core engaging the recess 12B in the side wall of the block 22. The hook 50, as before, will raise the clutch lever 29, but since the magnet 35 is denergized it will drop into its normal position.

l my-invention-, it may be mentioned that t e railway track will be As a-train is passing through the block, each wheelpassing over the rail B will depress the bar 43. Assuming that there is no other train located within the block ahead, the magnet 35n and the solenoid 120 will be energized. The effect of this encrgization upon the movement of the bar /lrl and the other movable )arts of the track device, upon passage o the first wheel of the precedingr locomotive or car, has already been described. It should therefore be apparent that the clutch mechanism'mounted upon the shaft 12 will be rendered iermanently iuoperative, just so long as tlie track circuit remains unaffected, due to the fact that the pin of the lever 29 is held in suspended position by the locking in out of the path of movement of the iook 50 carried by the bar 43. ln the event that another train is in the block ahead, the electro-magnet 25 and the solenoid 120 will be short-eircuited thereby causing the movement of the locking pin 35 into inoperative position, thereby rcleasing the pin 30 of the lever 29 and causing the clutch mechanism to be rendered opcrative. At the saine time the core of the solcnoid will be released so as to be moved into operative position by the s )ring 121. Owing to the operativencss of tiie clutch mechanism, the block 22 will be raised into its operative position in the manner previously described, wherein it will be locked due to the engagement of the said solenoid core within the recess 123. The said block will thus be maintained in a .osition wherein it will become engaged witi the train-carried controlling mechanism. The lifting arms 16 and 19 will be operated continuously, but will have no efiect on the block 22, as the latter is held suspended until the solenoid 120 is again energized.

From the foregoing description taken in connection with the accompanying drauings, the advantages of construction and the method of o eration will be readily apparent to those s {lled in the art to which the invention relates, and while l have described the principle of operation of the invention, to ether with the device which l now consi er to be the best embodiment thereof, l desire to have it understood that such changes of construction may be made when desired as are 'within the scope of the appended claims.

Having thus fully described my invention, what I claim as new is:

1. ln a safety train controlling block system, a track circuit, means carried by the locomotive operating to set the air brakes, a train operated trip arranged in advance of each block and comprisin r a vertically nioralile element, a depressilile bar operativelyY connected with said element, which when depressed operates to elevate the said ele ment into operative position for engagement means arranged-inthe track circuitffor controlling ,the movement `of thel said movable element. f v

2;. In a .safety train controllingl 'block :system,l an insulated section of` track",- a track circuit including'said-section, a train operated trip arranged in advance of the section and coniprisin a-vertieally movable element adapted toxin e evated above the rails, traincarried mechanism engageable with the said element, an'actuating shaft for' the element, means carried by the shaft for supportin the saidmovable elementmeans arrange in the track circuit for controlling the movenient of thefsa-id shaft, means controlled by awheel of the train for revolving the actuating shaft to elevate the vertically movable element, and means. arranged in the circuit to automatically lock the movable elementin o erative position upon denergization of tie said track circuit.l

3. In train stopping mechanism, a train o ieratcd trip comprising a revolubly mounte shaft, an elevating arm and a gear segment rigid therewith loosely mounted upon the shaft, another gear segment loosely mounted adjacent the first mentioned segment, a clutch for locking the last mentioned se ent to the revoluble shaft, a second sha t mounted adjacent the revoluble shaft, a lifting arin and gear segments fixed thereto, said segments meshing with the loosely mounted segments on the revolnhle shaft, movable train controlling means supported upon the said' lifting arms, and means controlled by the wheel of a train for revolving the rcvoluble shaft', to elevate the train controlling means.

4. In train stopping mechanism, a ti'ainoperated trip comprising a revoluble shaft, a second shaft, an integral lifting arm and gear segment loosely mounted upon the revoluble shaft, a second gear segment of f' greater radius than the first mentioned segment and loosely mounted upon the same shaft ad'acent the first mentioned segment, another lifting arm secured fixedly to the second shaft, a geur segment secured to the said shaft adjacent the lifting arni adapted to mesh with and of the same radius as the first mentioned segment of the revoluhle shaft, a second gear segment of smaller radius secured to the second shaft and adapted to mesh with large gear segment, a elntcli for locking the large gear to the revoluhle shaft, train controllingl means supported upon the said lifting arms, and means controlled hy ii wheel of the train for revolving the revoluble shaft to elevate the train controlling means.

l'n a train controlling means, a train operated trip comprising a revoluble shaft, a second shaft loosely mounted adjacent and messes parallel with the first mentioned shaft, supporting arms'lniounted upon said shafts, -train controlling means mounted u on the said arms, means upon the said shafts operlating to elevate the supporting arms at a .renter rate of speed than that of the revonhle shaft, and means operated by the first wheel of the train for revolving the revoluble shaft to elevate the train controlling; means.

(l. In train stopping mechanism, a train operated trip comprising,l a revolnbly mounted shaft, an elevating arm and a gear segment rigid therewith loosely mounted upon the shaft, another gear segment loosely mounted adjacent the first mentioned segment, a gravity clutch for locking; the last mentioned segment to the revolnble shaft, means to maintain the clutch in unlocked position, a second shaft mounted adjacent. the rcvolnble shaft., a lifting arm and gear segments fixed to the second shaft, said segments mesliin with the loosely mounted segments on tie revohible shaft., movable train controlling means supported upon the said lifting arms, and means controlled by i the wheel of a train for revolving the revoluble shaft t0 elevate the train controlling means.

7. In train stopping mechanism, a train o icrated trip comprising a revolubly mountet shaft, an elevating arm and a gear nient rigid therewith loosely mounted upon the shaft, another gear segment loosely mounted adjacent the first mentioned segment and provided on its outer face with clutch teeth surrounding the said shaft, a clutch member keyed to and slidably monnied iipon siiid revoluhle shaft, a yoke pivoted medially and connected at one end with the clutch niemhcr, a clutch lever pivoted at one end to the opposite end of the said yoke and provided with an adjustable counterhalancing weight adapted to normally maintain the clutch in locked position, a second shaft mounted adjacent the revoluhle shaft, a lifting arm and gear segments fixed to the second shaft, said segments nies-hing with the segments upon the revoluble shaft, movable train controlling means supported upon said lifting arms, and means controlled by the wheel of a train for revolving the revolnhle shaft to elevate the train controlling means.

S. In train stopping mechanism, a train operated trip comprising a revolubly mounted shaft, an elevating arm and a gear segment rigid therewith loosely mounted upon the shaft, another gear segment loosely mounted adjacent the first mentioned segment, a second revoluhle shaft mounted parallel to the first shaft, a gear segment, so.- curcd rigidly to the second shaft and heincT engaged with the hist-named gear segment l of the .first shaft; l1 Sevcold .gear Segment mounted f`ixedly. upon the second shaft in mesh with the first gear segment of the first shaft, atrain-contro ling member supported u on the said elevating arm a clutch slida ly mounted u on the revoluble shaft for engagement witi the last mentioned segment of the first shaft, a clutch lever pivoted medially and connected with the-movable member of the clutch and provided with a counterbalancin weight adapted to normally hold the clutc i in locked position, a pinion mounted on the outer end of the revoluble shaft, a depressible `rack bar for engagement with" the pinion and provided with means for liftin the clutch lever, means for raising the said bar, and means to maintain the clutch in unlocked position, said rack bar o erating when de ressed to rotate the ievo uble shaft to eevate the train controlling means. v

9. In a safety train controlling block system, a track circuit including an insulated section of track, means carried by the locomotive operating to set the brakes, a train operated -trip controlled by said track circuit and arranged in advance of the section of track and comprising a revolubly mount-,-

ed shaft, a liftin arm and a gear segment rigid therewith igoosely mounted upon the shaft, another'gear segment loosely mounted adfacent the first mentioned segment, a gravity clutch for ,locking the last mentioncd segment to the revoluble shaft, a pin-V ion mounted u on the outer end of the revoluble shaft, a epressible rack bar engaging the pinion and provided with means for raising the clutch lever, a sprin for raising said bar when depressed, an means arranged in the track'circuit for maintaining the clutch in unlocked osition, a secon shaft mounted adjacent tlio revoluble shaft, a lifting arm and car segments fixed to the second shaft, saidl segments meshing with the segments upon the revoluble shaft, and a movable train controlling means supported upon said lifting arms.

10. In a safety train controlling block system, a track circuit, means carried by the locomotive operating to set the air brakes, and a train operated trip arranged in advance of the rails of each track circuit coinprising a revolubly mounted shaft, an elevating arm and a gear segment rigid therewith loosely mounted upon the shaft, another gear seginent loosely mounted adjacent the first mentioned segment, a gravity clutch for locking the last mentioned segment to the ievoluble shaft, a pinion mounted upon the outer end of the revoluble shaft, a depressible rack bar for engagement with the pinion and provided with means for unlocking the clutch, a spring for raising said bar, an electromagnet arranged in the track circuit and operating to hold the clutch in unlocked position when the electromagnet is'energized, a second shaft mounted adjacent the revoliible shaft, a lifting arm and gear segments fixed to the said second shaft, said segments meshing with the loosely mounted segments on the revoluble shaft, movable tiain controlling means supported uponthe said lifting aiins, and means arranged in the track circuit and adapted to retain the train controlling means in operative position upon the short circuiting of the track circuit.

11. In a safety train controlling block systcm, a track circuit, means carried by the locomotive and operating to set thc air brakes, a train operated trip arranged in advance of the rails of said track circuit and comprising a ievolubly mounted shaft, a lifting arm and a gear segment rigid therewith loosely mounted upon the shaft, another gear seg-.

ment mounted adjacent the first mentioned gear segment, a gravity clutch for locking the last mentioned segment to the revolublc shaft, a pinion mounted upon the outer end of the revoluble shaft, a depressible rack bur for engagement, with the pinion. means carried by the rack bar for unlocking the clutch upon the ascension of said bar, means for raising said rack bar, an electro-magnet arranged in the track circuit and adapt ed to hold the clutch in unlocked position when the electromagnet is energized, a second shaft mounted adjacent the revoluble shaft, a lifting arm and gear segments fixed to said second shaft, said Segments meshing with the loosely mounted segments on the revoluble shaft, a vertically movable block supported upon the said lifting arms, and a. so enoid arranged in the truck circuit and adapted to maintain the said block in elevatcd position upon the short eircuitiug of the truck circuit.

l2. In a railway block system, the combination with train carried means operating to set the air brakes, a track circuit, a train depressed member, and means operated thereby for operating said train carried means including a clutch having a weighted clutch operating lever, of means for controlling said clutch comprising a bracket having parallel vertical passages and terminal connecting passages disposed horizontallyv adapted to receive the outer end of the clutch lcver,apin normally extending across one vertical passage and adapted to support the clutch lever when so positioned, means carried by the train depressed member for moving the clutch lever in position to be thrown upon Said pin, bars yieldingly arranged diagonally across the upper and lower portions of said vertical passages and the u per and lower horizontal passages where )y the clutch lever will be moved lat- C3 ammo@ En ctimony-whoroo afx my aigmture m presence o two Witnesses.

LGUS LGNG.

erally in opposite dirctions when it reaches the upper and lower portions of the vertical passages, a normally energaed electro-magnet arranged in the track circuit and o crating to normally hold tho pin across sai pasaagc, and means actin to retract said pin upon dcnorgiznton o the magnet.

Witnesses @5.a J. Dnirmz, ARTHUR A. Scorr.

@oplos o! this patent may bo (amalgam :or avc como caen, by aalercaalng @im @orar-nimmer of otmts, ncmngaoa, al. 

